Automatic speed changer controller, automatic speed changer control method, and recording medium having program for method recorded thereon

ABSTRACT

It is an object of the present invention to provide an automatic transmission control apparatus in which the durability of a continuously variable transmission ( 10 ) can be improved and the torque transmission efficiency can be increased, an automatic transmission control method and a recording medium with its program recorded. The invention comprises a primary pulley ( 126 ), a secondary pulley ( 131 ), a belt ( 132 ) stretched between the primary pulley ( 126 ) and the secondary pulley ( 131 ), pinching pressure generation means for generating a pinching pressure for the belt ( 132 ), travel environment detection means ( 91 ) for detecting the travel environment of a vehicle, torque variation estimation processing means ( 92 ) for estimating the transmission torque variation during travel, and pinching pressure change processing means ( 93 ) for changing the pinching pressure based on the estimated results. The pinching pressure is prevented from constantly increasing, since the transmission torque variation during travel is estimated, and the pinching pressure for the belt ( 132 ) is changed based on the estimated results. Accordingly, the torque transmission efficiency can be increased, and the fuel efficiency can thus be improved.

TECHNICAL FIELD

[0001] The present invention relates to an automatic transmission control apparatus, an automatic transmission control method and a recording medium with its program recorded.

BACKGROUND ART

[0002] Conventionally, in a vehicle equipped with an automatic transmission, the rotation generated by driving an engine is transmitted to a transmission mechanism, in which gear shifting is performed, and the rotation after the gear shifting is transmitted to a driving wheel to make the vehicle travel.

[0003] The automatic transmission includes a discontinuously variable transmission and a continuously variable transmission; in the discontinuously variable transmission, the gear ratio of the transmission mechanism is changed by changing the combination of a gear element for inputting rotation to a planetary gear unit, a gear element for outputting rotation from the planetary gear unit or the like, while in the continuously variable transmission, a belt is stretched between a primary pulley and a secondary pulley so that the gear ratio of the transmission mechanism is continuously changed by changing the position of the belt in the radial directions of the primary pulley and the secondary pulley, namely, the effective diameter thereof. Consequently, the primary pulley and the secondary pulley are provided with a fixed sheave and a movable sheave, respectively, and each effective diameter is changed by shifting each movable sheave by such driving means as a hydraulic servo, an electric motor or the like.

[0004] In the continuously variable transmission, when the belt pinching pressure is high, torque transmission efficiency becomes low. Therefore, it can be considered to lower the belt pinching pressure. However, when the belt pinching pressure is lowered, the torque to be transmitted in the continuously variable transmission, namely, transmission torque may vary at a larger range than the suitable, when the vehicle is bumped on a rough road, or when the accelerator pedal is depressed suddenly. As a result, a slippage occurs between the primary pulley or the secondary pulley and the belt, and the primary pulley, the secondary pulley and the belt wear to remarkably lower durability of the continuously variable transmission.

[0005] Therefore, the pinching pressure is increased by a certain allowance to prevent the slippage from occurring. Where the allowance is m, and the torque to be input to the continuously variable transmission or input torque is T_(I), the allowance m is set to:

M=(a−1)×T _(I)

[0006] Here, a is a constant, and the constant a is determined, for example, to be 1.04.

[0007] In addition, a continuously variable transmission in which the allowance m can be changed according to the driving state, driven state or the like of an engine has also been proposed (Japanese Patent Publication No. HEI 6-288448).

[0008] In the aforementioned conventional continuously variable transmission, as the pinching pressure is always higher by the allowance m, the torque transmission efficiency is low accordingly. It is an object of the present invention to provide an automatic transmission control apparatus, an automatic transmission control method, and a recording medium with its program recorded by solving problems of the conventional continuously variable transmission, in which durability of a continuously variable transmission is improved, and the torque transmission efficiency is increased.

DISCLOSURE OF THE INVENTION

[0009] Therefore, an automatic transmission control apparatus of the present invention comprises a primary pulley, a secondary pulley, a belt stretched between the primary pulley and the secondary pulley, pinching pressure generation means for generating a belt pinching pressure, travel environment detection means for detecting a travel environment of a vehicle, torque variation estimation processing means for estimating the transmission torque variation during travel, and pinching pressure change processing means for changing the pinching pressure based on the estimated results.

[0010] In this case, since the transmission torque variation during travel is estimated and the belt pinching pressure is changed based on the estimated results, the pinching pressure is prevented from constantly increasing. Accordingly, torque transmission efficiency can be increased and fuel consumption can be improved.

[0011] In addition, since a pinching pressure corresponding to the travel environment is generated, slippage is prevented from occurring between the primary pulley or the secondary pulley and the belt. Consequently, the primary pulley, the secondary pulley and the belt are prevented from wearing, the durability of the continuously variable transmission can be thus improved.

[0012] In another automatic transmission control apparatus of the invention, furthermore, the pinching pressure change processing means increases the belt pinching pressure when the transmission torque tends to vary easily and lowers the belt pinching pressure when the transmission torque hardly varies.

[0013] In still another automatic transmission control apparatus of the invention, furthermore, the torque variation estimation processing means estimates the transmission torque variation based on the change of a shift schedule selected based on the travel environment.

[0014] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment includes at least a travel area. The torque variation estimation processing means estimates the transmission torque variation based on the travel area.

[0015] In still another automatic transmission control apparatus of the invention, further, the torque variation estimation processing means estimates that the transmission torque hardly varies in a travel environment where it is estimated that a sudden change of throttle opening will not occur.

[0016] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that a sudden change of throttle opening will not occur comprises a congested road.

[0017] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that a sudden change of throttle opening will not occur comprises a downhill road.

[0018] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that a sudden change of throttle opening will not occur comprises a speedway.

[0019] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment includes at least a travel area and the driving state. The torque variation estimation processing means estimates the transmission torque variation based on at least either the travel area or the driving state.

[0020] In still another automatic transmission control apparatus of the invention, furthermore, the torque variation estimation processing means estimates that the transmission torque tends to vary easily in a travel environment where it is estimated that the throttle opening is a medium to high degree and the accelerator will be turned on and off frequently.

[0021] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that the throttle opening is a medium to high degree and the accelerator will be turned on and off frequently comprises a mountain road.

[0022] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that the throttle opening is a medium to high degree and the accelerator will be turned on and frequently comprises an uphill road.

[0023] In still another automatic transmission control apparatus of the invention, furthermore, the torque variation estimation processing means estimates that the transmission torque hardly varies in a travel environment where it is estimated that there is a small possibility of sudden acceleration.

[0024] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that there is a small possibility of sudden acceleration comprises a travel environment where there is no vehicle ahead during travel on a speedway.

[0025] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that there is a small possibility of sudden acceleration comprises a travel environment where there is a vehicle ahead during stop.

[0026] In still another automatic transmission control apparatus of the invention, furthermore, the torque variation estimation processing means estimates that the transmission torque tends to vary easily in a travel environment where it is estimated that there is a large possibility of sudden acceleration.

[0027] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that there is a large possibility of sudden acceleration comprises a travel environment where there is a vehicle ahead during travel on a speedway.

[0028] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment includes at least a road surface condition. The torque variation estimation processing means estimates the transmission torque variation based on the road surface condition.

[0029] In still another automatic transmission control apparatus of the invention, furthermore, the torque variation estimation processing means estimates that the transmission torque tends to vary easily in a travel environment where it is estimated that the reaction force received from the road surface is large.

[0030] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that the reaction force received from the road surface is large comprises a gravel road surface.

[0031] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that the reaction force received from the road surface is large comprises an ice and snow road surface.

[0032] In still another automatic transmission control apparatus of the invention, furthermore, the torque variation estimation processing means estimates that the transmission torque hardly varies in a travel environment where it is estimated that the reaction force received from the road surface is small.

[0033] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment where it is estimated that the reaction force received from the road surface is small comprises a smoothly frozen road surface.

[0034] In still another automatic transmission control apparatus of the invention, furthermore, the travel environment detection means detects the travel environment based on the operation information.

[0035] An automatic transmission control method of the invention comprises steps of detecting a travel environment of a vehicle, estimating the transmission torque variation during travel based on the detected travel environment, and changing the belt pinching pressure based on the estimated results.

[0036] A program of the automatic transmission control method stored in the recording medium of the invention detects a travel environment of a vehicle, estimates the transmission torque variation during travel based on the detected travel environment, and changes the belt pinching pressure based on the estimated results.

BRIEF DESCRIPTION OF THE DRAWINGS

[0037]FIG. 1 is a function block diagram of an automatic transmission control apparatus in a first embodiment of the invention. FIG. 2 is a schematic diagram of a continuously variable transmission in the first embodiment of the invention. FIG. 3 is a block diagram of the automatic transmission control apparatus in the first embodiment of the invention. FIG. 4 is a main flowchart showing the operation of the automatic transmission control apparatus in the first embodiment of the invention. FIG. 5 is a gear shifting diagram referred to in a normal control processing in the first embodiment of the invention. FIG. 6 is a first gear shifting diagram referred to in an adaptive control processing in the first embodiment of the invention. FIG. 7 is a second gear shifting diagram referred to in the adaptive control processing in the first embodiment of the invention. FIG. 8 is a third gear shifting diagram referred to in the adaptive control processing in the first embodiment of the invention. Pig. 9 is a fourth gear shifting diagram referred to in an adaptive control processing in the first embodiment of the invention. FIG. 10 shows a subroutine of the allowance correction processing in the first embodiment of the invention. FIG. 11 shows a correction value table in the first embodiment of the invention. FIG. 12 is a main flowchart showing the operation of an automatic transmission control apparatus in a second embodiment of the invention. FIG. 13 shows a subroutine of the allowance correction processing in the second embodiment of the invention. FIG. 14 shows a correction value table in the second embodiment of the invention. FIG. 15 shows a subroutine of the allowance correction processing in a third embodiment of the invention. FIG. 16 shows a correction value table in the third embodiment of the invention. FIG. 17 shows a subroutine of the allowance correction processing in a fourth embodiment of the invention. FIG. 18 shows a correction value table in the fourth embodiment of the invention.

BEST MODE FOR CARRYING OUT THE INVENTION

[0038] Now, embodiments of the present invention will be described in detail by referring to the drawings. In this case, among automatic transmissions, a continuously variable transmission will be described.

[0039]FIG. 1 is a function block diagram of an automatic transmission control apparatus in a first embodiment of the invention.

[0040]FIG. 1 shows a primary pulley 126, a secondary pulley 131, a belt 132 stretched between the primary pulley 126 and secondary pulley 131, a hydraulic servo 135 as pinching pressure generation means for generating pinching pressure for the belt 132, travel environment detection means 91 for detecting the travel environment of a vehicle, torque variation estimation processing means 93 for estimating transmission torque variation during travel, based on the detected travel environment, and pinching pressure change processing means 93 for changing the pinching pressure based on the estimated results.

[0041]FIG. 2 is a schematic diagram of a continuously variable transmission in the first embodiment of the invention.

[0042] As shown in FIG. 2, a continuously variable transmission 10 comprises a belt type transmission mechanism 102, a forward/backward movement switching apparatus 103, a torque converter 106 with a built-in lockup clutch 105, a counter shaft 107 and a differential apparatus 109.

[0043] The torque converter 106 comprises a pump impeller 111 coupled with an output shaft 110 of an engine (not shown) via a front cover 117, a turbine runner 113 coupled with an input shaft 112 via a lockup clutch plate 104 and a damper spring 120, and a stator 116 supported through a one-way clutch 115. The lockup clutch 105 is disposed between the input shaft 112 and the front cover 117. Besides, an oil pump 121 is coupled with and driven by the pump impeller 111.

[0044] The transmission mechanism 102 comprises the primary pulley 126, the secondary pulley 131 and the metallic belt 132 stretched between the primary pulley 126 and the secondary pulley 131. The primary pulley 126 comprises a fixed sheave 123 fixed to a primary shaft 122, and a movable sheave 125 slidably supported in the axial direction with respect to the primary shaft 122. The secondary pulley 131 comprises a fixed sheave 129 fixed to a secondary shaft 127, and a movable sheave 130 slidably supported in the axial direction with respect to the secondary shaft 127.

[0045] In addition, a hydraulic servo 133 as first driving means comprising a double piston is disposed at the back of the movable sheave 125, and a hydraulic servo 135 as second driving means comprising a single piston is disposed at the back of the movable sheave 130. The pinching pressure generation means is constituted by the hydraulic servo 135.

[0046] The hydraulic servo 133 comprises a cylinder member 136 and a reaction force support member 137 fixed to the primary shaft 122, and a cylindrical member 139 and a piston member 140 fixed to the back of the movable sheave 125. A first oil chamber 141 is formed by the cylindrical member 139, reaction force support member 137 and back surface of the movable sheave125. A second oil chamber 142 is formed by the cylinder member 136 and the piston member 140.

[0047] The first and second oil chambers 141, 142 are communicated with each other by a communication hole 137 a, so that the hydraulic servo 133 is supplied with the same hydraulic pressure as the hydraulic servo 135. Therefore, the axial tension generated by the hydraulic servo 133 is approximately twice the axial tension generated by the hydraulic servo 135.

[0048] On the other hand, the hydraulic servo 135 comprises a reaction force support member 143 fixed to the secondary shaft 127 and a cylindrical member 145 fixed to the back of the movable sheave 130. The reaction force support member 143, the cylindrical member 145 and the back surface of the movable sheave 130 define one oil chamber 146, and at the same time, a preload spring is disposed between the movable sheave 130 and the reaction force support member 143.

[0049] The forward/backward movement switching apparatus 103 comprises a double pinion planetary gear 150, a reverse brake B and a direct clutch C. In the double pinion planetary gear 150, a sun gear S and the input shaft 122 are coupled to each other, a carrier CR supporting first and second pinions P1, P2 and the fixed sheave 123 are coupled to each other, a ring gear R and the reverse brake B are coupled to each other, and the carrier CR and the ring gear R are coupled via the direct clutch C.

[0050] Then, a large gear 151 and a small gear 152 are fixed to the counter shaft 107. The large gear 151 meshes with a gear 153 fixed to the secondary shaft 127, and the small gear 152 meshes with a gear 155 fixed to a differential case 166 of a differential apparatus 109. In the differential apparatus 109, revolution of a differential gear 156 supported by the differential case 166 is transmitted to right and left wheel shafts 160, 161 through right and left side gears 157, 159.

[0051] Also, a number of projected/recessed portions 123a are formed at equal intervals by gear cutting on the outer periphery of the fixed sheave 123, and a primary pulley revolution speed sensor 162 comprising an electromagnetic sensor fixed to a case (not shown) is disposed so as to face the projected/recessed portions 123 a. A number of projected/recessed portions 129 a are formed at equal intervals by gear cutting on the outer periphery of the fixed sheave 129, and a secondary pulley revolution speed sensor, that is, a vehicle speed sensor 44 comprising an electromagnetic sensor fixed the case is arranged, fronting onto the projected/recessed portions 129 a. Accordingly, the vehicle speed V representing a vehicle travel condition can be detected by the vehicle speed sensor 44, while the input pulley revolution speed can be detected by the primary pulley revolution speed sensor 162.

[0052] Moreover, an engine speed sensor 165 comprising an electromagnetic sensor fixed to the case is arranged in the proximity of the front cover 117, and the engine speed sensor 165 can detect the engine speed N_(E) representing an engine load.

[0053] In the continuously variable transmission 10 thus structured, the revolution generated by driving the engine is transmitted to the transmission mechanism 102 via the torque converter 106 and the forward/backward movement switching apparatus 103, and after a gear shifting by the transmission mechanism 102, further transmitted to the differential apparatus 109 via the gear 153, the large gear 151, the small gear 152 and the gear 155. Then, in the forward/backward movement switching apparatus 103, when the direct clutch C is engaged with the reverse brake B released, the double pinion planetary gear 150 is put in a direct connection state, so that the revolution transmitted to the input shaft 112 is transmitted as it is to the primary pulley 126, thus the vehicle is moved forward. On the other hand, when the direct clutch C is released with the reverse brake B engaged, the revolution transmitted to the input shaft 112 is transmitted as reversed to the primary pulley 126, thus the vehicle is moved backward.

[0054] The hydraulic servo 133 is used to change the effective diameters of the primary pulley 126 and the secondary pulley 131. That is, in case of performing the gear shifting for shift up, the hydraulic servo 133 is supplied with hydraulic pressure, so that the effective diameter of the primary pulley 126 is reduced while the effective diameter of the secondary pulley 131 is enlarged. As a result, the gear ratio is reduced. In case of the gear shifting for shift down, the hydraulic pressure of the hydraulic servo 133 is drained, the effective diameter of the primary pulley 126 is enlarged, while the effective diameter of the secondary pulley 131 is reduced. As the result, the gear ratio is increased.

[0055] The hydraulic servo 135 is used to generate and change the pinching pressure for the belt 132. That is, when the hydraulic servo 135 is supplied with hydraulic pressure, pinching pressure corresponding to the hydraulic pressure is generated, and the secondary pulley 131 pinches the belt 132 at the pinching pressure by the fixed sheave 129 and the movable sheave 130.

[0056] Moreover, first and second hydraulic pressure control valves (not shown) are disposed in the hydraulic pressure circuit, and the hydraulic servos 133, 135 are supplied with hydraulic pressure generated by the first and second hydraulic pressure control valves, respectively. Consequently, a solenoid signal generated by an automatic transmission control section mentioned below is sent to the solenoids of the first and second hydraulic pressure control valves.

[0057] Here, in this embodiment, the hydraulic servo 133 is used to change the effective diameters of the primary pulley 126 and the secondary pulley 131, and the hydraulic servo 135 is used to generate and change the pinching pressure for the belt 132. Instead, the hydraulic servo 135 may be used to change the effective diameters of the primary pulley 126 and the secondary pulley 131, and the hydraulic servo 135 may be used to generate, and at the same time, change the pinching pressure for the belt 132.

[0058] Moreover, although the hydraulic servos 133, 135 are used as the first and second driving means in this embodiment, at least either the hydraulic servo 133 or the hydraulic servo 135 can be substituted by an electric motor. In this case, at least either movable sheave 125 or movable sheave 130 is forced to shift in the axial direction by driving the electric motor, so the effective diameters of the primary pulley 126 and the secondary pulley 131 can be changed by adjusting the position of the movable sheave 125, while the pinching pressure for the belt 132 can be changed by adjusting the position of the movable sheave 130.

[0059] Now, the automatic transmission control apparatus will be described.

[0060]FIG. 3 is a block diagram of the automatic transmission control apparatus in the first embodiment of the invention.

[0061]FIG. 3 shows an automatic transmission control section 40 for controlling the entire continuously variable transmission 10 (FIG. 2), an engine control section 13 for controlling the entire engine (not shown), and a navigation apparatus 14.

[0062]FIG. 3 further shows a vehicle/driver operation information detection section 40, and the vehicle/driver operation information detection section 40 comprises a steering sensor 24, a turn signal sensor 41, an accelerator sensor 42 for detecting the accelerator opening α, a brake sensor 43, a vehicle speed sensor 44 for detecting the vehicle speed V, a throttle opening sensor 45 for detecting the throttle opening θ representing the acceleration demand by the driver, a shift position sensor 46 for detecting the gear shifting range selected by the driver's operation of gear shifting means such as an shift lever (not shown) or the like, an oil temperature sensor 61 for detecting an ATF temperature, an ABS sensor 62 for detecting a wheel lock/unlock, a vibration gyro sensor 63 for detecting vertical gyro, horizontal gyro or roll angle, a water temperature sensor 64 for detecting an engine water temperature, a flow rate sensor 65 for detecting an intake air amount, an oxygen sensor 66 for detecting an oxygen (O₂) concentration, and a kick down switch 67 disposed in an operating portion of the accelerator pedal (not shown) or the like. Here, the accelerator sensor 42, brake sensor 43, throttle opening sensor 45 and shift position sensor 46 structure driver operation information detection means for detecting information of the driver's operation of vehicle.

[0063] Furthermore, FIG. 3 shows a front monitor apparatus 48 for monitoring ahead the vehicle, a marking line recognition apparatus 49 for recognizing a making line representing a lane of road, a periphery monitor apparatus 50 for monitoring the periphery of the vehicle, a RAM 51 and a ROM 52. Here, the RAM 51 and the ROM 52 structure the recording means. As the gear shifting range, neutral range (N), forward movement range (D), low range (L), backward movement range (R) and parking range (P) can be selected. The front monitor apparatus 48 is composed of a laser radar, a millimeter wave radar, an ultrasonic sensor or the combination thereof, and calculates an headway distance La, an headway time Ta, an approaching speed to a preceding vehicle Va, an approaching speed Vb to a stop at a position point (access point from a preference road to a non-preference road, a railway crossing, an intersection where a red signal is blinking, or the like), an approaching speed to an obstacle or the like. The periphery monitor apparatus 50 takes images ahead the vehicle by a camera such as a CCD, a C-MOS or the like, processes the obtained image data, and determines the number of vehicles in the periphery, shape of road ahead, position of a white line, position of a shoulder of a road, condition of the road surface, traffic signs, presence of a signal, color of the signal, presence of an obstacle, or the like.

[0064] The navigation apparatus 14 has a current position detection section 15 for detecting a current position of the vehicle, a data recording section 16 as a recording medium in which various data including road data has been stored, a navigation processing section 17 for performing various calculation processings such as navigation processing based on the input information, an input section 34, a display section 35, a sound input section 36, a sound output section 37, and a communication section 38.

[0065] The current position detection section 15 comprises a GPS 21, a geomagnetic sensor 22, a distance sensor 23, a steering sensor 24, a beacon sensor 25, a gyro sensor 26, an altimeter (not shown), and the like.

[0066] The GPS 21 detects the current ground position of the vehicle by receiving electric wave generated by an artificial satellite, the geomagnetic sensor 22 detects the orientation to which the vehicle is directed by measuring the geomagnetism. The distance sensor 23 detects the distance between certain positions on a road, or the like. As the distance sensor 23, for example, a sensor that measures the rotating speed of an wheel (not shown) to detect the distance based on the rotating speed, a sensor that measures the acceleration to detect the distance by integrating twice the acceleration, or the like can be used.

[0067] The steering sensor 24 detects a steering angle, and as the steering sensor 24, for example, an optical rotation sensor mounted to the rotating section of a steering wheel (not shown), a rotation resistance sensor, an angle sensor mounted on the wheel, or the like can be used.

[0068] The beacon sensor 25 detects the current position by receiving position information from beacons arranged along a road. The gyro sensor 26 detects the rotation angle of a vehicle, namely, gyration angle, and can calculate the orientation in which the vehicle is directed by integrating the gyration angle. As the gyro sensor 26, for example, a gas rate gyro, a vibration gyro, or the like, can be used.

[0069] The GPS 21 and beacon sensor 25 can detect the current position, individually. The current position can also be detected by combining the distance detected by the distance sensor 23 with the orientation detected by the geomagnetic sensor 22 and the gyro sensor 26. Furthermore, the current position can also be detected by combining the distance detected by the distance sensor 23 with the steering angle detected by the steering sensor 24.

[0070] The data recording section 16 is provided with a database comprising a map data file, an intersection data file, a node data file, a road data file, a picture data file, and a facility information data file containing information of facilities in each area such as hotel, gas station, sightseeing guidance and the like. And, in the respective data files, in addition to data for searching for the route, various data for displaying a guidance view along the searched route, a picture, frame view, or the like to show features of the intersection or route, distance to the next intersection, direction of travel at the next intersection or the like, displaying other guidance information on an screen (not shown) of the display section 35 are stored. Here, in the data recording section 16, various data for outputting appropriate information by a sound output section 37 is also stored.

[0071] In the intersection data file, intersection data concerning intersections is stored, while node data concerning node points is stored in the node data file, and road data concerning roads is stored in the road data file, respectively. The road condition is represented by the intersection data, node data and road data. Here, the node data constitutes at least the position and shape of a road in the map data stored in the map data file, and is composed of data representing the branching points (including an intersection, a T-junction, or the like), node points, and links connecting between node points of an actual road. Here, the node point indicates at least the position of bending points of a road, and the branching point and node point are represented at least by the latitude, longitude and altitude.

[0072] By the road data, width, inclination, cant, bank, road surface condition, number of lanes of a road, spot where the number of lane is reduced, spot where the road width is reduced, and other elements constitute a road itself; curvature radius, intersection, T-junction, entrance to a corner, and other elements constitute a corner; railway crossing, speedway exit ramp way, toll gate of a speedway, road category (national road, ordinary road, speedway or the like), urban road, mountain road, uphill road, downhill road, congested road and other elements constitute road attributes, respectively.

[0073] The navigation processing section 17 comprises a CPU 31 for controlling the entire navigation apparatus 14, a RAM 32 used as a working memory when the CPU 31 performs various calculation processings, and a ROM 33 as recording medium with various programs for performing the search of route to the destination, a travel guidance in the route, decision of specific section, or the like, in addition to the control program. At the same time, the input section 34, display section 35, sound input section 36, sound output section 37 and communication section 38 are connected to the navigation processing section 17.

[0074] Here, the data recording section 16 and the ROM 33 comprise a magnetic core (not shown), semiconductor memory, and the like. Moreover, as the data recording section 16 and the ROM 33, various recording media such as a magnetic tape, magnetic disk, floppy disk, magnetic drum, CD, MD, DVD, optical disk, IC card, optical card may also be used.

[0075] In this embodiment, various programs are to be stored in the ROM 33 and various data are to be stored in the data recording section 16. However, the programs and data may also be stored in a common external recording medium. In this case, for example, a flash memory may be disposed in the navigation processing section 17, and the programs and data may be read out from the external recording medium and written in the flash memory. Therefore, the programs and data can be updated by exchanging the external recording medium. In addition, the control program and the like of the automatic transmission control section 12 can also be stored in the external recording medium. Thus, programs stored in various recording media can be started to perform, and various processings based on the data.

[0076] Furthermore, the communication section 38 is designed to transmit and receive various data with respect to an FM transmission apparatus, a telephone line, or the like, and receives various data including road information such as congestion, traffic accident information, D-GPS information for detecting the detection error of the GPS 21, or the like by, for example, an information sensor (not shown).

[0077] The input section 34 is designed to correct the current potion when the travel starts, or input the destination. A keyboard, mouse, bar cord reader, light pen, remote control apparatus for remote operation, or the like, arranged separately from the display section 35 can be used as the input section 34. Moreover, the input section 34 may comprise a touch panel for inputting by touching a key or menu shown as an image on the screen of the display section 35.

[0078] An operation guidance, operation menu, guidance for operation keys, route to the destination, guidance along the route to be traveled and the like are displayed on the screen of the display section 35. A CRT display, liquid crystal display, plasma display, hologram apparatus for projecting a hologram on the front glass or the like can be used as the display section 35.

[0079] Moreover, the sound input section 36 comprises a microphone (not shown), and can input necessary information by means of sound. In addition, the sound output section 37 comprises a sound synthesis apparatus (not shown) and a speaker, outputs sound information, for example, guidance information, gear shifting information synthesized by the sound synthesis apparatus from the speaker, and informs the driver. Here, except for sound synthesized by the sound synthesis apparatus, various sounds, and various guidance information stored in a recording medium such as tape, memory can be output from the speaker.

[0080] In the navigation apparatus 14 thus structured, display processing means (not shown) of the CPU 31 opens a guidance screen on the screen of the display section 35 by performing the display processing to show the current position and a map of the periphery on the guidance screen. Then, when the destination is set by the driver's operation of the input section 34, a route search processing means (not shown) of the CPU 31 searches for the route from the current position to the destination by performing the route search processing. Then, when the route is retrieved, the display processing means opens the guidance screen by performing the display processing, shows the current position, the map of the periphery and the searched route on the guidance screen. Then, the route guidance is started. Therefore, the driver can make the vehicle travel according to the route guidance.

[0081] The automatic transmission control section 12 reads, as travel environment, vehicle information and operation information from the vehicle/driver operation information detection section 40, navigation information from the navigation processing section 17, and vehicle environment information from the front monitor apparatus 48 and the periphery monitor apparatus 50. Moreover, the automatic transmission control section 12 reads vehicle periphery information, environment information and display information as necessary. Accordingly, the continuously variable transmission 10 is controlled. Travel environment detection means 91 (FIG. 1) is composed of the vehicle/driver operation information detection section 40, navigation processing section 17, front monitor apparatus 48, marking line recognition apparatus 49, and periphery monitor apparatus 50.

[0082] As the vehicle information, a vehicle speed V detected by the vehicle speed sensor 44, engine throttle opening θ detected by the throttle opening sensor 45, engine speed N_(E) detected by the engine speed sensor 165, engine speed variation calculated based on the engine speed N_(E), vehicle speed variation (acceleration and deceleration) calculated based on the vehicle speed V, ATF temperature detected-by the oil temperature sensor 61, wheel lock/unlock detected by the ABS sensor 62, vertical gyro, horizontal gyro or roll angle detected by the vibration gyro 63, engine water temperature detected by the water temperature sensor 64, intake air amount detected by the flow rate sensor 65, oxygen concentration detected by the oxygen sensor 66, and the like, can be used.

[0083] Moreover, as the operation information, accelerator opening α detected by the accelerator sensor 42, depressing speed Ve of the accelerator pedal calculated based on the accelerator opening a or kick down on/off information, kick down on/off information detected by the kick down switch 67, brake on/off information detected by a brake switch (not shown), depressing strength or depressing speed of a brake pedal (not shown) detected by the brake sensor 43, depressing strength or depressing speed of the brake pedal detected by a brake hydraulic pressure sensor (not shown), steering angle detected by the steering sensor 24 or a steering speed calculated based on the steering angle, turn signal off, right turn signal on or left turn signal on detected by the turn signal sensor 41, power (sport) mode, normal (economy) mode, snow (hold) mode or auto mode detected by mode switch (not shown), wiper off, intermittent on, continuous (low) on or continuous (high) on detected by a wiper switch (not shown), small light on, head light (low) on, head light (high) on or auto on detected by a light switch (not shown), a gear shifting range detected by an N. S. switch (not shown) or the like can be used.

[0084] As the navigation information, shape of a road, road attribute, number of lanes, intersection type, town information or area information stored in the data recording section 16, time (season) detected by the GPS 21, VICS congestion level obtained by the communication section 38, D-GPS information or traffic congestion information by FM multiplex broadcasting, map information by satellite broadcasting, map information, traffic congestion information, leisure information or weather information obtained by a cellular phone (not shown), ETC information, toll settlement information, map information, intersection information or town information obtained by a DSRC (not shown), inter-vehicle information detected by the SS radio, and the like can be used.

[0085] As the vehicle environment information, headway distance La, headway time Ta, travel lane where preceding vehicle is traveling, or obstacle detected by the front monitor apparatus 48, and number of vehicles in the periphery, shape of a road ahead, white line position, road shoulder position, condition of a road surface, road signs, presence of a signal, color of the signal, presence of an obstacle and the like detected the periphery monitor apparatus 50, and the like can be utilized.

[0086] As the vehicle periphery information, obstacle detected by an ultrasonic sensor (not shown), obstacle detected by a microwave sensor (not shown), obstacle detected by a camera (not shown), and the like can be used.

[0087] In addition, as the environment information, outside temperature detected by an outside temperature sensor (not shown), solar radiation detected by a solar radiation sensor (not shown) and the like can be used.

[0088] Further, as the display information, color of the signal detected by the beacon sensor 25 may also be used.

[0089] Next, the operation of the automatic transmission control apparatus will be described.

[0090]FIG. 4 is a main flowchart showing the operation of the automatic transmission control apparatus in the first embodiment of the invention. FIG. 5 is a gear shifting diagram referred to in a normal control processing in the first embodiment of the invention. FIG. 6 is a first gear shifting diagram referred to in an adaptive control processing in the first embodiment of the invention. FIG. 7 is a second gear shifting diagram referred to in an adaptive control processing in the first embodiment of the invention. FIG. 8 is a third gear shifting diagram referred to in an adaptive control processing in the first embodiment of the invention. FIG. 9 is a fourth gear shifting diagram referred to in an adaptive control processing in the first embodiment of the invention. Here, in FIG. 5 to FIG. 9, the axis of abscissas represents the vehicle speed V, and the axis of ordinate represents the engine speed N_(E).

[0091] First, the automatic transmission control section 12 (FIG. 3) judges the control mode selected by the driver. That is, it is judged whether the normal control mode or the adaptive control mode is selected by the driver's operation of a mode selection switch (not shown). When the normal control mode is selected, normal control processing means of the automatic transmission control section 12 performs the normal control processing, reads, as shift control information, the selected gear shifting range, vehicle speed V, throttle opening θ and engine speed N_(E), refers the gear shifting diagram shown in FIG. 5 stored in the ROM 52, sets the shift schedule corresponding to the gear shifting diagram, and calculates a target value of the engine speed N_(E), that is, target engine speed N_(E)* based on the vehicle speed V and throttle opening θ in the selected gear shifting range.

[0092] Next, the normal control processing means compares the engine speed N_(E) with the target engine speed N_(E)*, generates the gear shifting output based on the comparison results, and outputs a suitable gear ratio. Then, when the engine speed N_(E) is higher than the target engine speed N_(E)*, a shift up gear shifting is performed at the suitable gear ratio, when the engine speed N_(E) is equal to the target engine speed N_(E)*, no gear shifting is performed, and when the engine speed N_(E) is lower than the target engine speed N_(E)*, a shift down gear shifting is performed at the suitable gear ratio.

[0093] Here, in the gear shifting diagram, as shown in FIG. 5, a gear shifting region AR1, which is defined by a line L1 representing the maximum gear ratio, a line L2 representing the minimum gear ratio, a line L3 representing the maximum engine speed N_(E), or, maximum service speed when the throttle opening θ is 100[%], a line L4 representing the minimum engine speed N_(E), or, minimum service speed when the throttle opening θ is 0[%], and a line L5 representing the limit value of the vehicle speed V, is set.

[0094] Therefore, when the driver depresses the accelerator pedal (not shown), the vehicle speed V and the engine speed N_(E) change from the zero point along the line L1 according to the increase of the throttle opening θ. Then, when the driver keeps depressing the accelerator pedal by a constant amount, the vehicle speed V increases from the line L1 toward the line 2 with the degree of the throttle opening θ kept constant. Meanwhile, the gear ratio lowers gradually. Then, when the vehicle speed V attains the line L2, a stationary state is formed, and the vehicle is made to travel at the intended vehicle speed V and engine speed N_(E).

[0095] When the driver releases the accelerator pedal from the stationary state, the vehicle speed V and the engine speed N_(E) change along the line L2 according to the decrease of the throttle opening θ, then the vehicle speed V changes along the line L4 when the throttle opening θ becomes 0[%]. Meanwhile, the gear ratio increases gradually. Then, when the vehicle speed V attains the line L1, the vehicle speed V and the engine speed N_(E) thereafter change along the line L1, before attaining the zero point.

[0096] On the other hand, when the adaptive control mode is selected, adaptive control processing means (not shown) of the automatic transmission control section 12 performs the adaptive control processing, that is, selecting a gear shifting diagram based on a predetermined control logic, corresponding to the travel environment stored in the ROM 52, and setting a shift schedule based on the gear shifting diagram.

[0097] Namely, the adaptive control processing means reads the travel environment detected by the travel environment detection means 91 (FIG. 1). Then, the travel area judgment means of the adaptive control processing means judges the area where the vehicle travels based on the travel environment, that is, the travel area. In this embodiment, the road attribute is read as the travel environment, and it is judged whether the travel area is, based on the road attribute, an urban road, a congested road, a suburb road, a mountain road, an uphill road, a speedway, or the like.

[0098] Then, shift schedule setting processing means of the adaptive control processing means selects a gear shifting diagram corresponding to the judged travel area, refers the selected gear shifting diagram, and sets the shift schedule based on the gear shifting diagram.

[0099] The shift schedule setting processing means selects: for example, a first gear shifting diagram M1 shown in FIG. θ in case that the travel area is an urban road or a congested road; a second gear shifting diagram M2 shown in FIG. 7 in case that the travel area is a suburb road; a third gear shifting diagram M3 shown in FIG. 8 in case that the travel area is a mountain road or an uphill road; and a fourth gear shifting diagram M4 shown in FIG. 9 in case that the travel area is a speedway.

[0100] The first gear shifting diagram M1 is appropriate for making the vehicle travel at a medium speed or low speed. Here, a gear shifting region AR11 surrounded by the lines L11 to L14 is set so that the engine speed N_(E) is in a low speed region, the engine speed N_(E) is set lower than the lines L3, L4, respectively, for the line L13 representing the maximum service speed and the line L14 representing the minimum service speed and, at the same time, the lower the vehicle speed V is for the line 14, the lower the engine speed N_(E) becomes.

[0101] Besides, the second gear shifting diagram M2 is appropriate for making the vehicle travel at a medium speed or high speed. Here, a gear shifting region AR12, which is defined by a line L15 for restricting the gear ratio from increasing when the vehicle speed V becomes equal to or more than a suitable value, in addition to the line L11 representing the maximum gear ratio, L12 representing the minimum gear ratio, and the lines L13, L14, is set. In this case, the vehicle can be made to travel by reducing the gear ratio at a medium speed of 50 [km/h] or more not including 80 [km/h].

[0102] The third gear shifting diagram M3 is appropriate for making the vehicle travel with the gear ratio and the driving force made large. Here, a gear shifting region AR13 defined by the lines L11 to L14 is set, and the gear ratio of the line L12 is made higher than the theoretical minimum gear ratio of the line 2. As a result, the gear ratio is prohibited from being lowered, and the maximum gear ratio can be achieved even at 50 [km/h].

[0103] Furthermore, the fourth gear shifting diagram M4 is appropriate for making the vehicle travel at a high speed. Here, a gear shifting region AR14, which is defined by the line L15, and a line L16 for inhibiting the vehicle speed from becoming equal to or more than a suitable value, in addition to the lines L11 to L14, is set. In this case, since the maximum gear ratio can be achieved at 80 [km/h] or more, the engine speed N_(E) is inhibited from increasing, and noise can be prevented from generating.

[0104] In the continuously variable transmission 10 (FIG. 2), when the pinching pressure for the belt 132 is high, the torque transmission efficiency becomes low. Therefore, it can be considered to lower the pinching pressure for the belt 132. However, when the pinching pressure for the belt 132 is reduced, the transmission torque may vary equally to or more than a suitable torque when the vehicle is bumped due to a rough road, or when the accelerator peal is depressed suddenly. As a result, slippage occurs between the primary pulley 126 or the secondary pulley 131 and the belt 132, thus the primary pulley 126, the secondary pulley 131 and the belt 132 wear, lowering the durability of the continuously variable transmission 10 remarkably.

[0105] Therefore, generally, as mentioned above, by setting a suitable allowance m to:

M=(a−1)×T _(I)

[0106] based on the input torque T_(I) and the constant a (=1.4), and increasing the pinching pressure by the allowance m, slippage is prevented from occurring.

[0107] The allowance m may also be set, as necessary, to:

M=(a−1)×T _(I) +b

[0108] Here, b is a constant. Otherwise, the allowance m corresponding to the vehicle speed V, input torque T_(I), input pulley revolution speed and the like may be calculated beforehand, and the calculated allowance m may be mapped and stored in the ROM 52.

[0109] However, if the pinching pressure is constantly higher by the allowance m, the torque transmission efficiency is decreased accordingly.

[0110] Thus, allowance correction processing means (not shown) of the automatic transmission control section 12 performs the allowance correction processing, and the torque variation estimation processing means 92 of the allowance correction processing means estimates transmission torque variation during travel based on the m detected travel environment. Here, the pinching pressure change processing means 93 of the allowance correction processing means corrects the allowance m, and changes the pinching pressure based on the estimated result of the torque variation estimation processing means 92.

[0111] Next, the flowchart will be described.

[0112] Step S1: It is judged whether the normal control mode is selected, or the adaptive control mode is selected, by the driver. In case that the normal control mode is selected, the routine proceeds to step S2 and in case that the adaptive control mode is selected, the routine proceeds to step S3.

[0113] Step S2: The normal control processing is performed, and the processing is terminated.

[0114] Step S3: The adaptive control processing is performed.

[0115] Step S4: The allowance correction processing is performed, and the processing is terminated.

[0116] Next, a subroutine of the allowance correction processing in step S4 in FIG. 4 will be described.

[0117]FIG. 10 shows the subroutine of the allowance correction processing in the first embodiment of the invention, and FIG. 11 shows a correction value table in the first embodiment of the invention.

[0118] The torque variation estimation processing means 92 (FIG. 1) judges whether or not the vehicle is traveling forward, and if traveling forward, estimates whether or not the transmission torque tends to vary easily during travel based on the shift schedule set in the shift schedule setting processing, and how much it will vary if the transmission torque tends to vary easily. Then the pinching pressure change processing means 93 corrects the allowance m and changes the pinching pressure for the belt 132 based on the estimated results of the torque variation estimation processing means 92. That is, the pinching pressure is increased when the transmission torque tends to vary easily, and the pinching pressure is decreased when the transmission torque hardly varies. Therefore, the correction value of the allowance m is set with variation of hydraulic pressure supplied to the hydraulic servos 133, 135, variation of engine torque, variation of the performance of the torque converter 106, reaction force received by the wheel from the road surface, margin for inhibiting the engine torque from varying when the accelerator pedal depression amount changes suddenly, and the like, taken into account.

[0119] For instance, in case that the gear shifting diagram selected by the shift schedule setting processing is the first gear shifting diagram M1, it is estimated that the transmission torque hardly varies during travel, the allowance m is corrected by a correction value δ1 and reduces to m−δ1; in case that the selected gear shifting diagram is the second gear shifting diagram M2, it is estimated that the transmission torque hardly varies during travel, but the allowance m is not corrected; in case that the selected gear shifting diagram is the third gear shifting diagram M3, it is estimated that the transmission torque tends to vary easily during travel, the allowance m is corrected by a correction value δ2 and increased to m+δ2; and in case that the selected gear shifting i diagram is the gear shifting diagram M4, it is estimated that the transmission torque hardly varies, the allowance m is corrected by a correction value δ3 and reduces to m−δ3.

[0120] The correction values δ1 to δ3 are set previously by the degree of the transmission torque variation. In this embodiment, as the gear shifting diagram is selected based on the judgment whether the travel area is an urban road, a congested road, a suburb road, a mountain road, an uphill road, a speed way or the like. Therefore, the correction values δ1 to δ3 are set by estimating how the transmission torque will vary in the travel areas, respectively. The situation where the transmission torque varies by travel area includes: immediately after the change from the deceleration state to the acceleration state; immediately after the change from the acceleration state to the deceleration state; when the steering wheel is operated with an accelerator pedal (not shown) depressed while passing a preceding vehicle on a speedway; when the steering wheel is operated after depressing an accelerator pedal (not shown) while accelerating after the vehicle has passed a corner of a snaking road; when the steering wheel is operated during depression of an accelerator pedal (not shown) while accelerating after the vehicle has passed a corner of a snaking road; and when the accelerator pedal is depressed after the brake pedal is released.

[0121] Thus, the pinching pressure is prevented from increasing constantly, since the transmission torque variation during travel is estimated, the allowance m is increased when the transmission torque tends to vary easily and the pinching pressure is increased, and the allowance m is decreased when the transmission torque hardly varies and the pinching pressure is lowered. Accordingly, the torque transmission efficiency can be increased, and the fuel efficiency can thus be improved.

[0122] Moreover, as a pinching pressure corresponding to the travel environment is generated, slippage is prevented from occurring between the primary pulley 126 or the secondary pulley 131 and the belt 132. Consequently, the primary pulley 126, the secondary pulley 131 and the belt 132 are prevented from wearing, the durability of the continuously variable transmission 10 (FIG. 2) can be thus improved.

[0123] Next, the flowchart will be described.

[0124] Step S4-1: It is judged whether or not a vehicle is traveling forward. If the vehicle is traveling forward, the subroutine proceeds to step S4-2, and if the vehicle is not traveling forward, the subroutine returns to the start.

[0125] Step S4-2: The allowance m is corrected according to the shift schedule, and the subroutine returns to the start.

[0126] Next, a second embodiment of the invention will be described.

[0127]FIG. 12 is a main flowchart showing the operation of an automatic transmission control apparatus in the second embodiment of the invention.

[0128] In this case, a normal control processing means (not shown) of the automatic transmission control section 12 (FIG. 3) performs a normal control processing similar to the first embodiment. Then, allowance correction processing means (not shown) of the automatic transmission control section 12 performs an allowance correction processing, estimates based on the travel environment, whether or not the transmission torque tends to vary easily during travel, and how much it will vary in case that the transmission torque tends to vary easily and corrects the allowance m based on the estimated results.

[0129] Next, the flowchart will be described.

[0130] Step S11: The normal control processing is performed.

[0131] Step S12: The allowance correction processing is performed, and the processing is terminated.

[0132] Next, a subroutine of the allowance correction processing in step S12 in FIG. 12 will be described.

[0133]FIG. 13 shows the subroutine of the allowance correction processing in the second embodiment of the invention, and FIG. 14 shows a correction value table in the second embodiment of the invention.

[0134] The torque variation estimation processing means 92 (FIG. 1) of the allowance correction processing means judges whether or not the vehicle is traveling forward, then if traveling forward, reads navigation information as travel environment and judges the travel area based on the navigation information. In this case, as travel area, it is judged whether it is an urban road, a congested road, a mountain road, an uphill road, a downhill road, a speedway, or the like.

[0135] Then, the torque variation estimation processing means 92 estimates whether or not the transmission torque tends to vary easily during travel based on the travel area, and how much it will vary in case that the transmission torque tends to vary easily. The pinching pressure change processing means 93 of the allowance correction processing means corrects the allowance m based on the estimation results of the torque variation estimation processing means 92, and changes the pinching pressure accordingly. For instance, when the travel area is judged to be an urban road, it is estimated that the transmission torque hardly varies during travel, and the allowance m is not corrected. When the travel area is judged to be a congested road, it is estimated that there is a small possibility of a sudden change of the operation of the accelerator pedal, for example, the depression amount so that the transmission torque hardly varies during travel. As a result, the allowance m is corrected by a correction value δ11 and reduced to m−δ11. When it is judged to be a mountain road, it is estimated that the accelerator pedal depression level is medium to high, that is, degree of the throttle opening is medium to high, so that the accelerator will be turned on and off frequently (depressing and releasing the accelerator will be operated frequently), and the transmission torque tends to vary easily during travel. As a result, the allowance m is corrected by a correction value δ12 and increased to m+δ12. When it is judged to be an uphill road, it is estimated that degree of the throttle opening is medium to high, so that the accelerator will be turned on and off frequently, and the transmission torque tends to vary easily during travel. As a result, the allowance m is corrected by a correction value δ13 and increased to m+δ13. When it is judged to be a downhill road, it is estimated that there is a small possibility of a sudden change of operation of the accelerator pedal, for example, the depression amount, and the transmission torque hardly varies during travel. As a result, the allowance m is corrected by a correction value 614 and reduced to m−δ14. When it is judged to be a speedway, it is estimated that there is a small possibility of a sudden change of operation of the accelerator pedal, for example, the depression amount, and the transmission torque hardly varies during travel. As a result, the allowance m is corrected by a correction value δ15 and reduced to m−δ15. The correction values δ11 to δ15 are set previously according to the degree of the transmission torque variation.

[0136] Next, the flowchart will be described.

[0137] Step S12-1: It is judged whether or not a vehicle is traveling forward. If the vehicle is traveling forward, the subroutine proceeds to step S12-2, and when the vehicle is not traveling forward, the subroutine returns to the start.

[0138] Step S12-2: The travel area is judged based on the navigation information.

[0139] Step S12-3: The allowance m is corrected according to the travel area, and the subroutine returns to the start.

[0140] Next, a third embodiment of the invention will be described.

[0141]FIG. 15 shows a subroutine of the allowance correction processing in the third embodiment of the invention, and FIG. 16 shows a correction value table in the third embodiment of the invention.

[0142] The torque variation estimation processing means 92 (FIG. 1) of the allowance correction processing means judges whether or not a vehicle is traveling forward, and if traveling forward, reads navigation information and vehicle environment information as travel environment, and judges at least either the travel area and driving state based on the navigation information and the vehicle environment information. In this case, as travel area, it is judged whether it is a speedway, an urban road, or the like, and as driving state, it is judged whether there is no vehicle ahead (no vehicle ahead), there is a vehicle ahead (vehicle ahead), or there is a vehicle ahead during stop (a vehicle ahead during stop), or the like, based on the lane for proceding vehicle. When only the travel area is to be judged, only navigation information is read, and when only the driving state is to be judged, only the vehicle environment information is read.

[0143] Then, the torque variation estimation processing means 92 estimates whether or not the transmission torque tends to vary easily during travel based on at least either the travel area or the driving state, and how much it will vary in case that the transmission torque tends to vary easily. The pinching pressure change processing means 93 of the allowance correction processing means corrects the allowance m based on the estimated results of the torque variation estimation processing means 92, and changes the pinching pressure accordingly.

[0144] For instance, when it is judged that the vehicle travels on a speed way and, there is no vehicle ahead, it is estimated that the vehicle is made to travel mainly at a constant vehicle speed V, there is a small possibility of sudden acceleration, so that the transmission torque hardly varies during travel. As a result, the allowance m is corrected by a correction value δ21 and reduced to m−δ21. When it is judged that the vehicle travels on a speed way and there is a vehicle ahead, it is estimated that there is a large possibility of sudden acceleration for passing the preceding vechicle, so that the transmission torque tends to vary easily during travel. As a result, the allowance m is corrected by a correction value δ22 and increased to m+δ22. When it is judged that the vehicle travels on an urban road, it is estimated that the transmission torque hardly varies during travel. As a result, the allowance m is not corrected. When it is judged that there is a vehicle ahead during stop, it is estimated that there is a small possibility of sudden take off, so that the transmission torque hardly varies during travel. As a result, the allowance m is corrected by a correction value δ23 and reduced to m+δ23. The correction values δ21 to δ23 are set previously according to the degree of the transmission torque variation.

[0145] Next, the flowchart will be described.

[0146] Step S12-11: It is judged whether or not a vehicle is traveling forward. If the vehicle is traveling forward, the subroutine proceeds to step S12-12, and if the vehicle is not traveling forward, the subroutine returns to the start.

[0147] Step S12-12: At least either the travel area or the driving state is judged based on the navigation information and the vehicle environment information.

[0148] Step S12-13: The allowance m is corrected according to at least either the travel area or the driving state, and the subroutine returns to the start.

[0149] Next, a fourth embodiment of the invention will be described.

[0150]FIG. 17 shows a subroutine of the allowance correction processing in the fourth embodiment of the invention, and FIG. 18 shows a correction value table in the fourth embodiment of the invention.

[0151] The torque variation estimation processing means 92 (FIG. 1) of the allowance correction processing means judges whether or not the vehicle is traveling forward, and if traveling forward, reads as travel environment the state of road surface among the vehicle environment information, and judges the road surface condition based on the state of road surface. In this case, as road surface condition, it is judged whether it is an asphalt road surface, a concrete road surface, a gravel road surface (gravel road), an ice and snow road surface (snow road or snow and ice mixture road), a smoothly frozen road surface, or the like. Since the state of road surface is also recorded as road data in the current position detection section 15 (FIG. 3), the road surface condition may be judged by reading the navigation information.

[0152] Then, the torque variation estimation processing means 92 estimates whether or not the transmission torque tends to vary easily during travel based on the road surface condition, and how much it will vary in case that the transmission torque tends to vary easily. The pinching pressure change processing means 93 of the allowance correction processing means corrects the allowance m based on the estimated results of the torque variation estimation processing means 92, and changes the pinching pressure accordingly.

[0153] For instance, when the road surface condition is judged to be an asphalt road surface or a concrete road surface, it is estimated that the transmission torque hardly varies during travel. As a result, the allowance m is not corrected. When the road surface condition is judged to be a gravel road surface, it is estimated that the wheel receives a resistance when overriding the gravel, the reaction force received from the road surface is large, so that the transmission torque tends to vary easily during travel. As a result, the allowance m is corrected by a correction value δ31 and increased to m+δ31. When the road surface condition is judged to be an ice and snow road surface, it is estimated that the wheel receives a resistance when overriding the accumulated snow, the reaction force received from the road surface is large, so that the transmission torque tends to vary easily during travel. As a result, the allowance m is corrected by a correction value δ32 and increased to m+δ32. When the road surface condition is judged to be a smoothly frozen road surface, it is estimated that the coefficient of friction of the road surface is small, the torque that can be transmitted by the wheel is small, and the reaction force received from the road surface is small, so that the transmission torque hardly varies during travel. As a result, the allowance m is corrected by a correction value δ33 and reduced to m−δ33. The correction values δ31 to δ33 are set previously by the degree of the transmission torque variation.

[0154] Next, the flowchart will be described.

[0155] Step S12-21: It is judged whether or not the vehicle is traveling forward. If the vehicle is traveling forward, the subroutine proceeds to step S12-22, and if the vehicle is not traveling forward, the subroutine returns to the start.

[0156] Step S12-22: The road surface condition is judged based on the vehicle environment information.

[0157] Step S12-23: The allowance m is corrected according to the travel area, and the subroutine returns to the start.

[0158] The invention is not limited to the aforementioned embodiments, but can be variously modified within the spirit of the invention, and the modified examples are not excluded from the scope of the invention.

[0159] Industrial Applicability

[0160] This invention can be applied to a continuously variable transmission wherein a belt is stretched between the primary pulley and the secondary pulley.

[0161]FIG. 1

[0162]91 Travel environment detection means

[0163]92 Torque variation estimation processing means

[0164]93 Pinching pressure change means

[0165]135 Hydraulic servo

[0166]126 Primary pulley

[0167]131 Secondary pulley

[0168]132 Belt

[0169]FIG. 2

[0170]FIG. 3

[0171]12 Automatic transmission control section

[0172]13 Engine control section

[0173]14 Navigation apparatus

[0174]15 Actual position detection section

[0175]16 Data recording section

[0176]17 Navigation processing section

[0177]22 Geomagnetic sensor

[0178]23 Distance sensor

[0179]24 Steering sensor

[0180]25 Beacon sensor

[0181]26 Gyro sensor

[0182]34 Input section

[0183]35 Display section

[0184]36 Sound input section

[0185]37 Sound output section

[0186]38 Communication section

[0187]41 Turn signal sensor

[0188]42 Accelerator sensor

[0189]43 Brake sensor

[0190]44 Vehicle speed sensor

[0191]45 Throttle opening sensor

[0192]46 Shift position sensor

[0193]48 Front monitor apparatus

[0194]49 Marking line recognition apparatus

[0195]50 Periphery monitor apparatus

[0196]61 Oil temperature sensor

[0197]62 ABS sensor

[0198]63 Vibration sensor

[0199]64 Water temperature sensor

[0200]65 Flow rate sensor

[0201]66 Oxygen sensor

[0202]67 Kick down switch

[0203]FIG. 4

[0204] Start

[0205] Normal control mode

[0206] S1 Control mode

[0207] Adaptive control mode

[0208] S2 Normal control processing

[0209] S3 Adaptive control processing

[0210] S4 Allowance correction processing

[0211] End

[0212]FIG. 5

[0213] Engine speed N_(E)

[0214] Vehicle speed V

[0215]FIG. 6

[0216] Engine speed N_(E)

[0217] Vehicle speed V

[0218]FIG. 7

[0219] Engine speed N_(E)

[0220] Vehicle speed V

[0221]FIG. 8

[0222] Engine speed N_(E)

[0223] Vehicle speed V

[0224]FIG. 9

[0225] Engine speed N_(E)

[0226] Vehicle speed V

[0227]FIG. 10

[0228] Start allowance correction processing subroutine

[0229] S4-1 Traveling forward

[0230] S4-2 Correct allowance according to shift schedule

[0231] Return

[0232]FIG. 11

[0233] Gear shifting diagram

[0234] Allowance

[0235]FIG. 12

[0236] Start

[0237] S11 Normal control processing

[0238] S12 Allowance correction processing

[0239] End

[0240]FIG. 13

[0241] Start allowance correction processing subroutine

[0242] S12-1 Traveling forward

[0243] S12-2 Judge travel area based on navigation information

[0244] S12-3 Correct allowance according to travel area

[0245] Return

[0246]FIG. 14

[0247] Travel area

[0248] Allowance

[0249] Urban road

[0250] Congested road

[0251] Mountain road

[0252] Uphill road

[0253] Downhill road

[0254] Speedway

[0255]FIG. 15

[0256] Start allowance correction processing subroutine

[0257] S12-11 Traveling forward

[0258] S12-12 Judge at least either travel area or driving state based on navigation information and vehicle environment information

[0259] S12-13 Correct allowance according to at least either travel area or driving state

[0260] Return

[0261]FIG. 16

[0262] Travel area/driving state

[0263] Allowance

[0264] Speedway+no vehicle ahead

[0265] Speedway+vehicle ahead

[0266] Urban road

[0267] Vehicle ahead during stop

[0268]FIG. 17

[0269] Start allowance correction processing subroutine

[0270] S12-21 Traveling forward

[0271] S12-22 Judge road condition based on vehicle environment information

[0272] S12-23 Correct allowance according to road condition

[0273] Return

[0274]FIG. 18

[0275] Road condition

[0276] Allowance

[0277] Asphalt road surface or concrete road surface

[0278] Gravel road surface (gravel road)

[0279] Ice and snow road surface (snow road or snow and ice mixture road)

[0280] Smoothly frozen road surface 

1. An automatic transmission control apparatus characterised by comprising a primary pulley, a secondary pulley, a belt stretched between the primary pulley and the secondary pulley, pinching pressure generation means for generating a belt pinching pressure, travel environment detection means for detecting a travel environment of a vehicle, torque variation estimation processing means for estimating the transmission torque variation during travel based on the detected travel environment, and pinching pressure change processing means for changing the pinching pressure based on the estimated results.
 2. The automatic transmission control apparatus according to claim 1, wherein the pinching pressure change processing means increases the belt pinching pressure when the transmission torque tends to vary easily and lowers the belt pinching pressure when the transmission torque hardly varies.
 3. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates the transmission torque variation based on the change of the shift schedule selected based on the travel environment.
 4. The automatic transmission control apparatus according to claim 1, wherein the travel environment includes at least a travel area, and the torque variation estimation processing means estimates the transmission torque variation based on the travel area.
 5. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates that the transmission torque hardly varies in a travel environment where it is estimated that a sudden change of throttle opening will not occur.
 6. The automatic transmission control apparatus according to claim 5, wherein the travel environment where it is estimated that a sudden change of throttle opening will not occur comprises a congested road.
 7. The automatic transmission control apparatus according to claim 5, wherein the travel environment where it is estimated that a sudden change of throttle opening will not occur comprises a downhill road.
 8. The automatic transmission control apparatus according to claim 5, wherein the travel environment where it is estimated that a sudden change of throttle opening will not occur comprises a speedway.
 9. The automatic transmission control apparatus according to claim 1, wherein the travel environment includes at least a travel area and a driving state, and the torque variation estimation processing means estimates the transmission torque variation based on at least either the travel area or the driving state.
 10. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates that the transmission torque tends to vary easily in a travel environment where it is estimated that a degree of throttle opening is medium to high, and that the accelerator will be turned on and off frequently.
 11. The automatic transmission control apparatus according to claim 10, wherein the travel environment where it is estimated that a degree of throttle opening is medium to high, and that the accelerator will be turned on and off frequently comprises a mountain road.
 12. The automatic transmission control apparatus according to claim 10, wherein the travel environment where it is estimated that a degree of throttle opening is medium to high, and that the accelerator will be turned on and off frequently comprises an uphill road.
 13. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates that the transmission torque hardly varies in a travel environment where it is estimated that there is a small possibility of sudden acceleration.
 14. The automatic transmission control apparatus according to claim 13, wherein the travel environment where it is estimated that there is a small possibility of sudden acceleration comprises a travel environment where there is no vehicle ahead during travel on a speedway.
 15. The automatic transmission control apparatus according to claim 13, wherein the travel environment where it is estimated that there is a small possibility of sudden acceleration comprises a travel environment where there is a vehicle ahead during stop.
 16. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates that the transmission torque tends to vary easily in a travel environment where it is estimated that there is a large possibility of sudden acceleration.
 17. The automatic transmission control apparatus according to claim 15, wherein the travel environment where it is estimated that there is a large possibility of sudden acceleration is a travel environment where there is a vehicle ahead during travel on a speedway.
 18. The automatic transmission control apparatus according to claim 1, wherein the travel environment includes at least a road surface condition, and the torque variation estimation processing means estimates the transmission torque variation based on the road surface condition.
 19. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates that the transmission torque tends to vary easily in a travel environment where it is estimated that the reaction force received from a road surface is large.
 20. The automatic transmission control apparatus according to claim 19, wherein the travel environment where it is estimated that the reaction force received from a road surface is large comprises a gravel road surface.
 21. The automatic transmission control apparatus according to claim 19, wherein the travel environment where it is estimated that the reaction force received from a road surface is large comprises an ice and snow road surface.
 22. The automatic transmission control apparatus according to claim 1, wherein the torque variation estimation processing means estimates that the transmission torque hardly varies in a travel environment where it is estimated that the reaction force received from a road surface is small.
 23. The automatic transmission control apparatus according to claim 22, wherein the travel environment where it is estimated that the reaction force received from a road surface is small comprises a smoothly frozen road surface.
 24. The automatic transmission control apparatus according to claim 1, wherein the travel environment detection means detects the travel environment based on operation information.
 25. An automatic transmission control method characterized by comprising steps of: detecting a travel environment of a vehicle; estimating the transmission torque variation during travel based on the detected travel environment; and changing a belt pinching pressure based on the estimated results.
 26. A recording medium on which a program of an automatic transmission control method is recorded, wherein the transmission control method comprises steps of: detecting a travel environment of a vehicle recorded; estimating the transmission torque variation during travel based on the detected travel environment; and changing a belt pinching pressure based on the estimated results. 